A pedestrian-friendly forward structure of a motor vehicle includes a grill opening reinforcement (GOR), a front fascia located forward of and spaced from the GOR, and a support bracket extending transversely to the vehicle forward of the GOR and rearward of the front fascia. The support bracket has a transverse cross-bar and left and right legs extending rearward from a cross-bar adjacent opposite ends thereof. The legs are attached to respective outboard positions on the GOR, and the cross-bar has an upper flange underlying an upper rear panel of the front fascia. If a pedestrian strikes the forward structure, the fascia and support bracket yield rearward in an injury-reducing manner.

A grill opening reinforcement (GOR) assembly of a vehicle is provided. The GOR assembly includes a shutter body formed to define a first opening, a front fascia and a seal. The shutter body includes a top portion, first and second side support members and a bottom portion. The front fascia is formed to define a second opening and is supportively attachable to the shutter body. The seal is disposable on a leading edge of at least one of the first and second side support members and the bottom portion and is configured to define an airflow path from the second opening to the first opening.

A bumper structure, that can mitigate impact when a collision body collides with a vehicle transverse direction end portion of an impact absorbing member, is obtained. A bumper structure has a bumper reinforcement that extends along a vehicle transverse direction at a vehicle front-rear direction end portion; an impact absorbing member that is provided at a vehicle front-rear direction outer side of this bumper reinforcement, and at which an outer side surface of a vehicle transverse direction end portion is made to be an inclined surface that is inclined toward a vehicle transverse direction outer side, from a vehicle front-rear direction outer side toward a vehicle front-rear direction inner side; and a plate-shaped member that is provided along the inclined surface, and whose rigidity is higher than the impact absorbing member.

A vehicle bumper for use with police and other emergency vehicles for pushing another vehicle which is fabricated of a tubular loop defining a generally oval cross-section. The oval cross-section tubular loop is oriented such that the major axis of the oval cross-section extends front to back with respect to the host vehicle while the minor axis extends up and down. The vehicle bumper further supports a plurality of resilient pads to aid in controlling the pushed vehicle and to cushion impact transfer between the bumper and the pushed vehicle. The inventive vehicle bumper is substantially stronger and substantially lighter in weight while simultaneously providing a more attractive front view cross-section when mounted on a host vehicle. A plurality of attachments are secured to the tubular loop and are used in securing the vehicle bumper to a suitable portion of a host vehicle.

A bumper absorber (9) has a squared U-shaped cross section formed of: a vertical face (11) extending in a top-bottom direction and a vehicle width direction, and a top face (12) and a bottom face (13) respectively extending rearward from a top end and a bottom end of the vertical face (11). The bumper absorber (9) is configured such that the top face (12) and the bottom face (13) thereof are supported by the bumper reinforcement (10) via multiple attachment members (23 to 27), and an interval between the attachment members adjacent to each other in the vehicle width direction is set to decrease from end portions (9b) in the vehicle width direction toward a central portion (9a) in the vehicle width direction.

A structure for absorbing energy from impacts thereon, the structure being plastically deformable by an impact, with, if appropriate, the possibility that it is at least to some extent disrupted. The structure can include a) ribs for reinforcement, the ribs arranged with respect to one another at an angle with respect to the axial direction such that on failure of a rib a force acting on the structure is immediately absorbed axially by another rib, b) ribs running axially, the ribs being in essence corrugated or of zigzag shape, c) at least one rib running axially in a first plane and connected to at least two ribs running axially in a second plane rotated with respect to the first plane. The structure includes, in the direction of impact, at least two layers, each of which has different compressibility properties and different failure properties.

A robot bumper assembly includes a bumper body, a first sensor array, and a second sensor array. The first sensor array is disposed along and contoured to the periphery of a forward facing portion of the bumper body and senses contact with an external environment at positions along the contour of the periphery forward facing portion of the bumper body. The second sensor array is disposed along and contoured to the periphery of a top portion of the forward facing portion of the robot body. The top portion is angled, ramping up. The second sensor array senses contact with an external environment at positions along the periphery of the angled top portion of the bumper body.

The device may have a plurality of upright supports where the supports may include a mounting plate with mounting openings, a plurality of vertical members that may be in non-welded communication with the extruded back mounting plate and a plurality of horizontal members where the vertical members provide strength and support to the supports. The horizontal under-run prevention beam may include mounting openings that correspond to the horizontal beam mounting openings and a removable reflective strip that correspond to reflective strip openings in the beam. The vertical and horizontal members may be stacked extruded rectangles of the desired widths and lengths.

The invention relates to a vehicle bumper assembly (1) having a bumper cross-member (2) and at least two energy-absorption components (3), which are arranged at a distance from one another and which are connected to the rear side of the bumper cross-member (2) and supported thereon by means of a first end. The energy-absorption components have an x-direction absorption effective direction oriented perpendicular to the y-axes longitudinal extension of the bumper. The energy-absorption components (3) are designed to be supported on a chassis part (4) of a vehicle by means of the end of the energy-absorption components pointing away from the bumper cross-member, wherein the energy-absorption component (3) has a slanted end face (5) in the direction toward the bumper cross-member (2). According to the invention, the entire or substantially the entire end face (5) of the energy-absorption component (3) is supported on the rear side of the bumper cross-member (2), and the plane of the end face (5) of the energy-absorption component (3) facing the bumper, and thus the bumper cross-member (2), is oriented such that the front side thereof is arranged at an angle to the plane extending orthogonally to the force application direction of the AZT structure test.

A deployable pedestrian protection lower leg stiffen apparatus includes a left and a right linear actuator mountable adjacent to respective left and right forward frame members of a vehicle and a lower leg stiffener attached to and movable by the actuators. The actuators are extendable along respective deployment axes extending forward and downward relative to the vehicle to move the stiffener between a retracted position rearward of a forward surface of a front bumper beam and above a ground clearance plane and a deployed position forward of the retracted position and below the ground clearance plane. The actuators have rotational joints defining a horizontal pivot axis about which at least the forward portions of the piston may rotate upward along with the stiffener to prevent damage to the system if it strikes a road obstacle.

The assembly is for mounting to a motor vehicle having a bumper skin and it comprises a body part forming at least a portion of a bumper skin. The body part is defined by bottom and top edges. The top edge includes a first portion to be masked by a member of the vehicle that is to be fitted to the body part. The assembly includes at least a first masking element masking at least one portion of the bottom edge and at least a second masking element masking at least one second portion of the top edge of the body part, complementary to the at least one first portion of the top edge of the body part. The first and second masking elements are fixed relative to the body part once the assembly is mounted to the motor vehicle.

A vehicular crash sensing system includes a bumper cap for contacting a bumper. A chamber fits into a side rail attached to the bumper, the chamber being sealed by the bumper cap. A stop element limits movement of the chamber into the side rail. A pressure sensor detects an increased chamber air pressure during crushing of the chamber resulting from movement of the bumper with respect to the stop element.

A bumper reinforcement structure capable of achieving a weight reduction while still securing required bending strength in a bumper reinforcement structure with closed cross-section structure configured by joining together an inside member and an outside member. A bumper reinforcement is formed with two closed cross-sections configured by joining together three top-to-bottom flanges of an inner panel to three top-to-bottom flanges of an outer panel. The flanges of the inner panel are disposed in the same front-rear direction position as that of the wall portions that configure the closed cross-sections.

A motor vehicle includes a first side member having first lower and upper darts. The motor vehicle also includes a second side member parallel with and spaced apart from the first side member, the second side member having second lower and upper darts. The upper darts are positioned between the lower darts and end portions of the respective first or second side members. The motor vehicle further includes first and second bumper brackets coupled to the end portion of the respective first or second side members, a bumper reinforcement member coupled to the first and second bumper brackets, and a counter rotation bracket coupled to the bumper reinforcement member and extending upwards from the bumper reinforcement member. The lower darts and the upper darts form a preferential buckling zone of the first and the second side members.

A fascia support structure and aerodynamic shutter assembly for a vehicle includes a fascia support structure, comprising: a top portion comprising a substantially U-shaped body comprising a top fascia support member, a first side fascia support member and a second side fascia support member, the first side fascia support member having a first side baffle, the second side fascia support member having a second side baffle; and a bottom portion comprising a bottom baffle, the bottom portion attached to the first and second side fascia support members, the top portion and the bottom portion comprising a fascia support structure opening, at least one of the first side baffle, second side baffle or bottom baffle having a seal member disposed on a leading edge. The assembly also includes an aerodynamic shutter system comprising a shutter frame having a shutter frame opening and a plurality of rotatable shutters disposed therein.

A vehicle bumper system comprises a bumper reinforcement beam and an energy absorber with top and bottom rows of similarly-shaped spaced-apart crush lobes in alternating relation for uniform impact resistance across the bumper system. The illustrated top row of crush lobes provides a high first force-deflection curve for high impact forces, and the bottom row of crush lobes provides a lower second force-deflection curve, for pedestrian reduced injury. An elongated sensor is positioned under shear walls of the top and bottom crush lobes, and is retained by tabs on the energy absorber. This positively retains the sensor in position on the bumper system, with few (or zero) separate fasteners, while facilitating quick assembly and reliable operation of the sensor tube.

A vehicle bumper beam including: a resin beam having an elongate body extending along a vehicle-width direction, two tubular shock-absorbing portions disposed at the beam body's opposite longitudinal end portions extending in front-rear direction, the beam body and shock-absorbing portions being formed with each other; a metal beam disposed outside the resin beam in the front-rear direction, fixedly fitted to the resin beam. Further, flat attachment portions, formed with inner end portions of the shock-absorbing portions in front-rear direction; bent portions bent in a crank extending from attachment portions outward in front-rear direction, the beam body being to attachment portions via bent portions, the metal beam fixedly fitted to an outer surface of the beam body's intermediate portion; metal beam's opposite end portions extending beyond bent portions covering the right and left sides, fixedly fitted to distal end portions; each space defined by shock-absorbing portion, metal beam and bent portion.

A countermeasure assembly for an automotive vehicle includes a front side rail extending in a generally longitudinal direction; a bumper having a main bumper member and a bumper extension forming an end portion of the bumper; and a pivot link having front and rear mounting portions. The front mounting portion is pivotably engaged with the bumper extension member to define a front pivot joint, and the rear mounting portion is pivotably engaged with the front side rail to define a rear pivot joint. The rear pivot joint is located rearward and inward from the front pivot joint. The bumper extension is bolted to the forward end of the front side rail. The bumper extension has a front member and a rear member, of which the rear member is bolted to the front side rail. The front member and the rear member of the bumper extension define a hollow box structure.

A body on frame vehicle includes a vehicle frame having a small offset impact load management system including upper and lower rear blocker structures and a reinforcement blocker structure for managing impact loads applied to the wheel and tire of the vehicle from being directed further toward the body. The reinforcement blocker structure includes a base member welded to openings in the frame side rail and extending angularly outwardly and located rearward and distal the wheel and tire and proximal a longitudinal cross frame member for transferring the small offset impact loads transferred by the wheel and tire in a cross vehicle direction.

A material handling vehicle includes a laminated bumper that provides both durability and reduced energy transmissibility. The laminated bumper includes at least a first bumper layer and a second bumper layer, such that at least one of the first bumper layer and second bumper layer of the laminate bumper are allowed to translate upon bumper contact with an object.

A bumper (10) created using a resistive implant welding process. The bumper includes a mounting plate portion (12) and a composite bumper portion (14). The mounting plate portion (12) is connected to the composite bumper portion (14) using a resistive implant welding process. In one embodiment, the present invention includes a bumper for a vehicle having a mounting plate (12) and a bumper portion (14). The bumper portion (14) includes at least one flange (24) formed as part of the bumper portion (14), a first contact area (28) formed as part of the mounting plate (12), and a second contact area (30) formed as part of the flange (24). A connection point is used to bond the first contact area (28) and the second contact area (30) such that the mounting plate (12) is connected to the bumper portion (14).

A panel member having a U-shaped cross section includes step portions at an upper face portion and a lower face portion, and a distance, in a vehicle longitudinal direction, of the step potions from a panel member formed substantially in a flat-plate shape, is configured such that the distance at a central portion, in the vehicle width direction, of a bumper reinforcement is the maximum and the distance decreases gradually toward an outward direction of the vehicle. Accordingly, the vehicle-body structure which can properly ensure the bending strength and also attain the light weight of the bumper reinforcement, improving the load transmission from the bumper reinforcement to crash cans, can be provided.

A system for protecting a pedestrian during impact with a vehicle, the system having a bumper adapted for attachment to an end of the vehicle, wherein the bumper is comprised of a plurality of air sacs, wherein the bumper has a horizontal thickness extends from the end of the vehicle, wherein at least some of the plurality of air sacs stretch and then burst during impact between the bumper and a pedestrian causing deceleration along the horizontal width of the bumper during the impact, wherein the bumper undergoes plastic deformation during impact with the pedestrian as the at least some of the air sacs burst during impact, and wherein the bursting of some of the plurality of air sacs reduces spring back of the bumper on the pedestrian.

A front bumper assembly including a bumper beam and two deflectors are provided on right and left sides of the front bumper assembly. The deflectors include hook-shaped portions and telescopic portions. The telescopic portions are received within the front bumper assembly. The hook-shaped portion of the deflector may be engaged by a rigid barrier aligned with the deflectors. In the event of a collision, the rigid barrier engages one of the hook-shaped portions and withdraws the telescopic portion from the front bumper assembly. The deflector is pulsed outwardly to move the front wheel and tire assembly to a tow-in orientation.

A front-end assembly including a deflector and a catcher bracket. The V-shaped deflector is attached to a bumper of a vehicle, a rear leg of the deflector has a distal end disposed adjacent to the frame rail. In a collision, the distal end of the rear leg engages the catcher bracket to reduce intrusion into the passenger compartment of the vehicle.

The vehicle attachable carrier device includes a mounting bracket assembly for movably mounting a guard frame to a vehicle that includes a bracket coupled to the vehicle. A frame is movably coupled to the bracket. The frame may guard the vehicle. The frame is positionable between a stored position and an extended position.

An air dam for a semi-truck tractor in accordance with an aspect of the present disclosure includes a rigid upper panel affixed to a bumper of the semi-truck tractor and a lower flexible panel affixed to the upper panel.

An airflow control device is mounted to the front end of an automotive vehicle and includes an upper air scoop section having a scoop channel disposed rearward of a bumper assembly and oriented to direct airflow entering a bumper intake opening toward an air-receiving powertrain component. A lower air dam section extends downwardly from the upper section to be positioned below a lower extent of the bumper assembly to deflect airflow away from an underside of the vehicle.

A robot bumper including a bumper body having a forward surface and a top surface angling away from the forward surface. The bumper body conforms to a shape of a received robot chassis. The robot bumper also includes a force absorbing layer disposed on the bumper body, a membrane switch layer comprising a plurality of electrical contacts arranged along the top surface of the bumper body, and a force transmission layer disposed between the force absorbing layer and the membrane switch layer. The force transmission layer includes a plurality of force transmitting elements configured to transmit force to the membrane switch layer.

A safety guard for a vehicle, such as a school or transit bus, tractor trailer or the like-type vehicle, includes a front guard positioned at an angle in front of a wheel of the vehicle that will function to push individuals and other animate objects lying in the path of the vehicle out of the path of the wheels for safety purposes, while being mounted for telescoping movement to protect the safety guard from damage upon abutting an inanimate object during operation of the vehicle.

When a collision load is transmitted to a gusset, the load is transmitted to an inner side in a vehicle width direction via an inclined wall. Accordingly, moment that causes a front side member to be projected and bent inward to the inner side in the vehicle width direction with an intersection being a starting point acts on the front side member. Then, the front side member, which has been projected and bent inward, collides with a power unit that is disposed in an engine compartment from an outer side in the vehicle width direction. Accordingly, a lateral force to the inner side in the vehicle width direction can be obtained for a vehicle.

A sensor assembly for a motor vehicle adapted for sensing impacts including pedestrian impacts. The sensor assembly includes first and second energy absorbing elements formed of differing materials which couple an applied force to the vehicle to a compressive force acting on a compressive sensor element. The first and second energy absorbers are combined in a manner to tune the response between the applied force and forces acting on the compressive sensor to provide desired response characteristics. The first and second energy absorbers can be configured to produce force flow paths which further aid in response tuning. Another embodiment utilizes an energy absorber having a shaped cross section which focuses and balances impact force is applied to the compressive sensor.

A first projection portion projecting outward, in a vehicle width direction, from a front side frame is provided. A front end of the first projection portion is located at the same position, in the vehicle longitudinal direction, as a connection portion of a crash can to the front side frame or located in back of the connection portion. An outward side face of the first projection portion is configured to slant rearward and inward in a plan view. The first projection portion and a power unit are arranged to overlap each other in the vehicle longitudinal direction. Accordingly, an impact transmitted to a vehicle-compartment side in a small overlap collision can be reduced, restraining repair costs of the crash can broken in a low-speed collision as well as maintaining appropriate design flexibility of a vehicle-body front portion.

A bumper fixing clip includes a leg portion engaging with a vehicle body panel; engagement claws engaging with a plurality of engagement holes formed on a bumper side; and an engagement member including a second engagement claw engageable with or retractable from one of the engagement holes formed on the bumper side by operating an operation portion, and fixing the bumper to the vehicle body panel. The engagement member is integrally formed with a fixing clip main body, and includes an approximately rod-like operation portion; the second engagement claw formed in a vicinity of a turning center of the operation portion; and an abutment piece formed on a side opposite to the second engagement claw. Also, the fixing clip main body includes a control portion abutting against the abutment piece of the operation portion, and controlling a moving range of the operation portion so as to reduce a force operating the operation portion, and even if an excessive force is applied, the moving range is controlled so as to prevent a breakage.

A thermoplastic energy absorber having a horizontal axis and a vertical axis, and comprise: an array of energy absorbing lobes protruding from a base, the lobes arranged in two or more rows. The energy absorbing lobes can have a vertical length (L) and a horizontal width (D), and wherein a ratio of L:D is greater than 1. The energy absorbing lobes in each row can be disposed in a staggered manner with respect to energy absorbing lobes in an adjacent row. The energy absorber can be configured to be installed on a vehicle for absorption of impact energy. An energy absorbing system can comprise the thermoplastic energy absorber disposed between a bumper beam and a fascia. The fascia can optionally be configured to envelope the thermoplastic energy absorber and the bumper beam. This system passes EuroNCAP lower-leg impact requirements, version 5.1, June 2011, for lower leg impact requirement.

A fender front-side step portion has first and second fender front-side fixing portions that engage with and fasten a bumper spacer. The bumper spacer is provided with: a spacer body; a bumper-spacer reinforcing portion that extends toward a fender lower-end portion of a fender panel from the bottom end of the spacer body; and a bumper-spacer rear-side fixing portion which is disposed on the bumper-spacer reinforcing portion, and which overlaps with and fastens the front of the fender lower-end portion. The bumper-spacer rear-side fixing portion is disposed in a position further to the rear than the fender front-side step portion in the longitudinal direction of a vehicle.

A mold structure used to form a molded object having an undercut portion includes a fixed mold as a first mold having a first molding surface for molding an obverse surface of the molded object; a slide core having an undercut molding surface used to mold the undercut portion as part of the obverse surface of the molded object; and a movable mold as a second mold having a second molding surface used to mold the reverse surface of the molded object. The first molding surface and the undercut molding surface form a cavity surface. A step is formed between the first molding surface and the second molding surface at a parting position between the fixed mold and the slide core on the cavity surface.

A fascia support structure and aerodynamic shutter assembly for a vehicle includes a fascia support structure, comprising: a top portion comprising a substantially U-shaped body comprising a top fascia support member, a first side fascia support member and a second side fascia support member, the first side fascia support member having a first side baffle, the second side fascia support member having a second side baffle; and a bottom portion comprising a bottom baffle, the bottom portion attached to the first and second side fascia support members, the top portion and the bottom portion comprising a fascia support structure opening, at least one of the first side baffle, second side baffle or bottom baffle having a seal member disposed on a leading edge. The assembly also includes an aerodynamic shutter system comprising a shutter frame having a shutter frame opening and a plurality of rotatable shutters disposed therein.

What is described is a middle buffer coupling for rail-bound vehicles, comprising two coupling halves (2, 2') to be coupled together attached to vehicle parts (A, B), each of said coupling halves (2, 2') comprising a coupling rod (8, 8') with a coupling head (12, 12'), and comprising a connecting element (16) for manually connecting the two coupling heads (12, 12'). Disposed at each coupling head (12, 12') is an electrical contact element (32, 34) for contacting with the contact element of the other respective coupling head (12, 12') when the two coupling halves (2, 2') are coupled. Routed within each coupling rod (8, 8') are electrical lines (18, 18') that lead from the contact elements (32, 34) of the associated coupling head (12, 12') to the vehicle part (A, B) to which the coupling halves (2, 2') comprising said coupling rods (8, 8') are attached, respectively.

A coupler body for a railcar coupler, said coupler body comprising at least one central datum feature that does not wear during coupler use.

A railroad freight car multipiece spring seat assembly including a spring seat, a top plate, and a spring. The spring seat is adapted to operably engage one end of a spring assembly in a railroad freight car draft gear. The top plate is adapted to operably engage with each of a plurality of friction shoes arranged in the railroad freight car draft gear. The spring of the multipiece spring seat assembly is operably disposed between the spring seat and the top plate.

A coupling unit for a semi-permanent connection of two wagons of a rail vehicle, which has a first housing and a second housing, which is pivotably and rotatably coupled to the first housing. A bearing outer ring with a hollow spherical inner bearing surface is fastened to the second housing and is guided in sliding fashion on a bearing inner ring with a spherical outer surface. The bearing inner ring is seated with an inner bore on a shaft fastened to the first housing. The shaft has, on a first end, one or two flattened portions and, on a second end, one or two second flattened portions. At least one clamping piece is provided which bears against one of the flattened portions and an opening region in the first housing, thereby preventing the shaft from rotating.

An adapter coupler (1) for adapting couplings of different design, wherein the adapter coupler (1) comprises a first connecting mechanism for releasably connecting the adapter coupler (1) to a first coupling, a second connecting mechanism for releasably connecting the adapter coupler (1) to the drawhook (50) of a second coupling, and a coupler housing (2) for connecting the first connecting mechanism to the second connecting mechanism, and wherein the second connecting mechanism comprises a tension yoke (8) with which to engage with the drawhook (50) of the second coupling. The adapter coupler (1) having a mechanism for height centering, comprising a drawbar eye (14) connected to the coupler housing (2), wherein the drawbar eye (14) is arranged and configured relative the tension yoke (8) such that upon the adapter coupler (1) being inserted into the jaw of the drawhook (50) of the second coupling, the drawhook (50) can engage in one joint process with both the accommodation formed by the tension yoke (8) as well as with the drawbar eye (14).

A draft sill with special rear draft lug for a railcar is disclosed. In some embodiments, a rear draft lug comprises a metallic body. The rear draft lug further comprises a boss extending along a transverse portion of the metallic body. The boss is configured to be coupled to a first vertical reinforcement plate. The rear draft lug also comprises an overhang portion extending from the boss along the transverse portion. The overhang portion configured to be coupled to the first vertical reinforcement plate. In some embodiments, the boss and the overhang portion are configured to be coupled to the first vertical reinforcement plate with a weld.

A railway car yoke includes a nose end and at least two straps adjoining the nose end. At least one top strap adjoins a top portion of the nose end and at least one bottom strap adjoins a bottom portion of the nose end. The railway car yoke also includes a butt end adjoining the at least two straps such that the nose end and the butt end are separated by the at least two straps. The butt end comprises at least one concave contour along an outside surface of the butt end. The outside surface is a surface along the butt end opposite the nose end that extends from a top surface of the at least one top strap to a bottom surface of the at least one bottom strap.

A mating cam coupler device includes a coupler head having a first lateral portion and a second lateral portion. A male cam is associated with the first lateral portion. A male cam locking mechanism is disposed within the first lateral portion and is operably connected with the male cam. A female cam is associated with the second lateral portion. A female cam locking mechanism is disposed within the second lateral portion and is operably connected with the female cam. The male cam is positioned to engage the female cam of an opposing coupler and the female cam is positioned to engage the male cam of the opposing coupler and operation of the male cam locking mechanism is triggered by engagement of the male cam with the opposing female cam and operation of the female cam locking mechanism is triggered by engagement of the female cam with the opposing male cam.

A railcar coupler knuckle includes a tail section, a hub section, and a nose section. The tail, hub, and nose sections define internal cavities including (i) a kidney cavity, (ii) a pivot pin cavity, and (ii) a finger cavity. The kidney and pivot pin cavities are formed using at least one internal core during manufacturing of the coupler knuckle. The finger cavity is formed from a finger section of cope and drag mold portions of a mold used during manufacturing of the coupler knuckle, wherein the finger section of the mold defines the entirety of the finger cavity of the coupler knuckle.

A railroad coupler knuckle includes a single, solid rib at a horizontal centerline of the knuckle that passes through a pivot pin hub thereof. The single, solid rib extends generally from a flag hole of a finger cavity of the knuckle to an opposite side of the knuckle from the flag hole. In another aspect, a railcar coupler knuckle includes a tail section, a hub section, and a nose section. The tail, hub, and nose sections define internal cavities including (i) a combined void that defines a pivot pin hub cavity and a kidney cavity and (ii) an isolated finger cavity. The combined void is formed using a first internal core during manufacturing of the coupler knuckle. The isolated finger cavity is formed using a second internal core during manufacturing of the coupler knuckle, such that molten alloy substantially separates the combined void and the isolated finger cavity.

An electrical contact coupling for a track-borne vehicle has a coupling housing and a protective flap articulated to the coupling housing. In order to ensure a reliable sealing of the coupling housing in the closed state of the electrical contact coupling, a seal is utilized which exhibits an upper sealing area running parallel to the axis of rotation and a lower sealing area running parallel to the axis of rotation. The upper sealing area associates with a sealing face aligned perpendicular to the housing end face and the lower sealing area associates with a sealing face aligned substantially parallel to the housing end face.

A consist communication system is disclosed for use with a train consist. The consist communication system may have a fluid conduit, at least a first cable disposed within the fluid conduit and configured to transmit communication signals, and at least a second cable disposed within the fluid conduit and configured to transmit electrical power. The communication conduit may also have a coupling fixedly connected to an end of the fluid conduit, a first transformer coil connected to the at least a first cable, and a second transformer coil connected to the at least a second cable and disposed in an orthogonal orientation relative to the first transformer coil.